Canada



(No Model.) 3 Sheets-Sheet 1.

J. A. CLARKE.

ENGINE.

Pt tdDec.31,188i9. N0 418 399 vyfd aaen e XI w 4/ NV Pn'ins.Phnivhlhugmpher, Washmgton. v: c.

(No Model.)

. J. A. CLARKE." Y ENGINE.

1 No. 418,399. Patented 1190.31, 1889.

3 Sheets-Sheet 2.

I WITNESS 5'.

ATM/M578.

N. PETERS. Phnmiilhognpher, Washmglon, 0. c.

(No Model.) 3 Sheets-Sheet a.

J; A. CLARKE. ENGINE.

No. 418,399. Patented Dec. 81-, 1889.

WITNESSES: INVENTOR:

8 A T TORNE Y8.

UNITED STATES PATENT OFFICE.

JAMES ANTHONY CLARKE, OF PORT MOODY, BRITISH COLUMBIA, CANADA.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 418,399, dated December31, 1889. Application filed April 16, 1889. Serial No. 367,391. (Nomodel.)

To all whom it may concern:

Be it known that I, JAMES ANTHONY CLARKE, of Port Moody, in the Provinceof British Columbia and Dominion of Canada, have invented a new andImproved Engine, of which the following is a full, clear, and exactdescription.

The invention relates to compound tandem engines; and its object is toprovide a new and improved compound engine which is simple and durablein construction, very effective in operation, and specially designed formarine vessels to drive twinpropellers.

The invention consists of certain parts and details and combinations ofthe same, as will be fully described hereinafter, and then pointed outin the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a plan view of the improvement. Fig. 2 is a side elevationof the same. Fig. 3 is a sectional end elevation of the improvement onthe line 00 a; of Fig. 1, looking in the direction of the arrow as; andFig. 4 isIa reduced sectional end elevation of the same on the line 3 yof Fig. l.,looking in the direct-ion of the arrow 1 p The improvedengine A is provided with a high-pressure cylinder B, placed in avertical position and provided with a steam-chest C, into whichdischarges the steam-inlet pipe D, connected in the usual manner withthe source of steam=supply, and also provided with a valve for lettingsteam into and shutting it off from the steam-chest C. The cylinder B isalso provided with an exhaust-pipe E, and with a piston secured on apiston-rod F, extending downward and connected with a piston operatingin the low-pressure cylinder G, placed in a vertical position centrallybelow the high-pressure cylinder B.

The low-pressure cylinder G is provided with a steam-chest H, into whichdischarges the exhaust-pipe E from the cylinder B. The cylinder G isalso provided with the exhaustpipe I, leading to the outside. On thepistonrod F, common to both cylinders B and G, is secured a cross-headJ, pivotally connected by the pitmen K and K with the crank-arms L andL, respectively, secured on the crankshafts N an d N, respectively,mounted to turn in suitable bearings formed on the base 0, which alsosupports a frame 0, carrying the low-pressure cylinder G. On top of thelatter is arranged a frame 0 supporting the high-pressure cylinder B, asis plainly shown in the drawings.

The valves in the steam-chests II and C are connected with each other bya valve-rod P, connected at its lower end, in the usual manner, with thereversing-link Q, operated from the eccentrics R and R, secured on oneof the crank-shafts N or N. As shown in the drawings, the eccentrics Rand R are secured on the shaft N. The crank-arms L and L stand at anglesto each other, so that the crank-shafts N and N are turned in 0ppositedirections when the engine is in operation. The position of the link Qcan be changed in the usual manner by the reversing-lever S, of anyapproved construction, so that the motion of the crank-shafts N and Ncan be simultaneously reversed.

On the crank-shafts N and N are secured or formed the crank-arms T andT, respectively pivotally connected by the pitmen U and U with the slideV, mounted in vertical guideways WV, supported on a frame 0 erected 011the base 0. This arrangement serves as a governor, as will behereinafter more fully described.

The operation is as follows: The live steam passing through thesteam'inlet pipe D into the steam-chest C operates the piston in thehigh-pressure cylinder B, and the exhaust from the latter acts on thepiston in the low pressure cylinder G. The piston-rod F thus receives anup-and-down motion by the action of the steam in the cylinders B and G.The piston-rod F, on account of being connected by its cross head J, thepitmen K and K, and the crank-arms L and I. with the crank-shafts N andN, rotates the latter in opposite directions. The motion of thecrankshafts N and N causes the vertical sliding motion of the slide V,traveling loosely in the guideways W.

The engine is specially designed for marine purposes to drive twinscrews secured directly on the crank-shafts N and N in front of thecrank-arms T and T. It will be seen that in case one of thescrew-propellers becomes dis- ICO abled the power of the respectiveshaft carrying the disabled propeller is directly transmitted to theother shaft by means of the crank-arms T T, the pitmen U U, and theslide V. For instance, if the propeller on the shaft N is disabled, thepower of the said J is secured directly on the piston F and the pitmen Kand K are directly connected to the said cross-head no guideways of anydescription are used, thus gaining power which would otherwise be loston account of fric tion, and also saving the extra cost of manufacturingand Wear and tear and attention in running the guideways.

A triple extension can be used by placing the other cylinder on top orunderneath or by having two more cranks, and the triple engine placedforward of the other similar to the compound, but having one opencylinder or guideways like the governor for the pistonguide, or thequadruple would be more effectual placed in a similar position. Theadvantage of having the cranks at right angles would be that there wouldbe no center to stick on.

Having thus fully described my invention, I claim as new and desire tose zure by Letters Patent 1. In an engine, a high-pressure cylinder,

and a low-pressure cylinder deriving its inotive agent from the exhaustof the high-pressu re cylinder, in combination with a piston-rodcarrying the pistons of the two cylinders, a cross-head secured to .thesaid piston-rod, pitmen pivotally connected at opposite sides with thesaid cross-head, crank-arms placed at angles to each other and connectedwith the said pitmen, crank-shafts carryin the said crankarms and placedparallel with each other, a reversing-link operated from one of the saidcrank-shafts and operating the valves in the said high-pressure andlow-pressure cylinders, vertical guideways parallel with said cylinders,a slide therein, and pitmen pivoted thereto at their upper ends andconnected at their lower ends to cranks on said shafts, substantially asshown and described.

2. In an engine, the combination, with two crank-shafts and means forrotating them, of crank-arms secured on the said shafts and standing atangles to each other, pitmen pivotally connected with the saidcrank-arms, a slide pivotally connected with the said pitmen, and aguidewayin which operates the said piston, substantially as shown anddescribed.

8. In an engine, the combination, With guideways W, of a slide V,mounted to slide in the said guideways W, pitmen pivotally connectedwith the said slide, cran k-arms pivotally connected with the saidpitmen and standing at angles to each other, main crankshafts carryingthe said crank-arms, and a compound engine operating the said twocrank-shafts, substantially as shown and described.

JAMES ANTHONY CLARKE.

WVitnesses:

JAMES KAY SUTER, JOSEPH C. ARMSTRONG.

